Speed-control device for internal-combustion engines



F. J. BRUMME. SPEED CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINES.

' APPLICATION FILED AUG-23, 1920.

1 ,4 1 0, 9 6 Patented Mar. 28, 1922.

2 SHEETS-SHEET 1- F. J. BRUMME. SPEED CONTROL DEVICE FOR INTERNAL COMBUSTION ENGINE-S.

APPLICATION FILED AUG-23. I920.

Patented Mar. 28, 1922.

2 SHEETSSHEET 2- A TTORIJEYS are PATIENT:-

rRANK J. BRUMME, or cooKsvInLE, ILLINOIS.

SPEED-CONTROL nnvicn FOR iN'r'nnNnn-oomnusrroN ENGINES.

Application filed August 23, 1-920. Serial No.405,298.

To all to ham it may concern Be it known that I, FRANK J. BRUMME, a citizen of the UnitedStates, and a resident of Cooksville, inthe county of McLean and State of Illinois, haveinvented a new and useful Improvement in Speed Contr'ol .Devices for Internal-Combustion Engines;

My invention relates toimprovements in speed control devices for internal combustion engines, and it consists in the combinations, constructions, and arrangements herein" described and claimed.

An object of myinventio'n is to provide a device designed 'tobeapplied to an internal combustion engine of a standard construction and which will be operated automatically when the speed ofthe engine exceeds a predetermined rate to control the valve in the carburetor of the'engine and thus insurethe operation of the engine at uniform p e A furtherobject of my invention is'toprovide a device of the type described that operated by the operation of the timer cam shaft ordinarily provided in the engine.

A further object of my invention is to provide a device of the type described that can be applied .to an internal combustion engine of an ordinary construction without the necessity of making any extensive changes in the construction of thelatter.

A further object of'my invention is to'provide adeviceof the'type described that can be adjusted to permit the rateof speed that is-to be uniformly maintained to be varied at will. v

A' fur'tlier object of my invention is to provide a device'ofthe type described thatcan be applied to an internalcombustion engine of an ordinary construction without interferi'ng with the norm'al'functioning of the several parts thereof.

Other objects and advantages will appear inthe following specification, and the novel features ofthe invention will beparticularly pointed out inthe appendedclaims.

My invention is illustrated in the accompanyingdrawings, forming part of this apt' n, l h+.

Figure 1 is "a view ofa, fra mentar pm;

tion'of an internal combustion engine, show- 111%Pl16 use and application of the device. 6

y gure 21s a section along the line 2-2of F gure 1, p I

F gure 3 is an enlarged longitudinal section: through .a port-ionof the device,

v Figure 4 is a section "through the'portion of the device shown in Figure 3, thesection being taken at right angles to that pictured infF gure 3; i a

Figure '5 is asection along the line 55 of Figure}, I

Figure 6 is a'section along theline 6 -6 of Figure 3. n

Referring now to the drawings, 1 denotes an internal combustion engine of a well known type. This engine is provided with a carburetor 2 having abutter-fly valve (not shown) that is operated by a valve stem 3by means of a short arm or handle 4: that is rigidly secured thereto intermediate its length. A rod 5 connecting with one end of the armor handle 4 ordinarily extends to the dash board (not shown) to permit operation of the valve in the carburetor by the driver of the vehicle in which the engine is installed. J

In the standard construction of internal combustion engines of this type, a cam shaft Tibet is driven by'the crank shaft of the engine projects beyond one end of the crank case 6, being reduced at 8 to receive a sleeve 9. Extending radially from the sleeve 9 is a timer arm 10 carrying a roller 11 at its end, This roller is arranged to contact with the different binder posts 12 that are positioned in the timer shell 14 which is formed with an annular tongue 19 thatis received within an annular groove 20 provided in the outer surface of the end of the crank case 6. Insulate'd wires-13 lead from the binder posts 12to a coilbox (not shown).

The sleeve '9' is maintained in adjusted position on the end 8 of the cam shaft 7 by meansof a pin 15 that is inserted through ano'pening 16 provided in the end portion S.

.A retainingwasher 17 has a laterally eXtendingQannu-lar portion positioned over the end ofthep'in 15 to prevent the displacement0f the latter and the assembly is completed by corners of each of the lugs32 the screwing of the nut 18 on the reduced portion 8 of the cam shaft 7, the extreme end thereof being threaded for that purpose. The timer shell'14 is secured to the crank case 6 by means of lugs integral with the shell, these lugs, which are not shown in the drawings, being similar to the lugs 21 (see Fig.2). j V

The parts described so far are ordinary inconstruction and form no part of my invention, except in so far as they cooperate with the parts that will be hereinafter described.

In carrying out my invention,- I remove the" shell 14 and the parts appurtenant thereto which have been described in detail from their normal position and also remove the collar 9 from the end 8 of the cam shaft 7 I then place a cylindrical shell or housing 22 in the position formerly occupied by the timer shell 14. This cylindrical housing 22 is provided with an annular tongue25 that is adapted to enter the groove 20 when the lugs 21 and a plurality of additional lugs 23, which are formed integral with the housing 22, are secured to the'end'of the crank case 6 in any suitable manner, as by means of bolts 24. w

I then provide an extension 26 that is formedwith a bore 27 adapted to receive the'reduced end 8 of the cam shaft 7. The end of the reduced portion S extends entirely through the bore 27 and projects therebeyondinto a slot or aperture 28 that eX- tends'transversely through the extension 26. This extension 26 is rigidly secured in position by means of a pin 29"that is inserted in an opening 30 provided through the extension 26 to register with the opening 16. A nut 31 is then screwed on the end ofthe extension 8. The extension 261's provided with diametrically opposed lugs 3.I-32. which extend longitudinally beyond the outer endthereof and flare outwardly in opposite directions at the extrclne ends thereof, as best seen in Figures 4 and of the drawings; Pivoted between opposite by means of pivot pins 33-33 are fly we' formed with yoke portions 35 J that e tend at right angles'to the direction of the fly weights. 34-34 and toward a stub shaft 36that formed integralwith the eatension 26 and is arranged in coaxial alinement with thecam shaft '7. The yoke portions 35-35 are fashioned with semi-cirmular recesses 37-37 in their adjacent portions. These recesses conform in contour with and engage the opposite sides ofa slecve38 that is feathered at 39 on the stub shaft 36. This sleeve 38 is formed with a flange 40 on its inner end. The flange 40extends radially beyond the inner edges of the semi' circular recesses 37-37, so that movement of the yoke portions 33-35 towardthe end of the crank case 6 will cause a corresponding movement of the sleeve 38. The sleeve 38 is formed with a radially'extending ball race 41 at its outer end adapted to house ball bearings 42 which are maintained in place by a cooperating ring 43 that is pressed on the ball race 41 and is provided with a recess 44 in itsinner wall to receive portions of the'ball bearings 42.

The ring 43 has diametrically opposed recesses 4545 in which are projected the ends oflugs 46.J46 carried by the forks 47'47 ofa rod 48 that is pivoted at 49 in an embossed? portion 50 of the wall of the cylindrical housing 22. I j ,5 V

A tension spring51 is disposed between :1 lug 52 integral with the housing 22 and a screw eye 53 thatis screwed through an opening 54 through the rod48 (see llig.;3). A thumb nut 55 screwing on theend of the screw eye 53 provides a means for adjust ing the tension of the rod 48. I

Referring now to Figure 1, itwill be noted that the rod 48 has its upper end pivotally connected at 56 with a second'rod 57 that is pivotally connected at 58 with the end of the short arm or handle 4 that controls carburetor.

The stub shaft 36 has its end reducedat 59 to accommodate the sleeve 9, thereby defining a shoulder 60 that limits the movethe operation of the valve in the ment of the sleeve 9 inwardly. The sleeve taining washer 17 and the nut 18 are then placednn the reduced portion 59 in the manner which has been previously described as being the ordinary method .of assembling the timer parts. The cylindrical housing 22 has a groove 62 inits outer edge adapted to receive the tongue 19 of the timer shell 14,1wl1ich is maintained therein by means of a clamping memb r 63 (see F 2) that has one end. pressing against the outer edge thereofand its other end secured at 64 to the crank case 6. It will beunderstood that the sleeve 9 andthe timer shell 14 are placed upon the reduced portion 59 of the stub. shaft 36 in the same manner and, in the same relative positions as they occupied on the reduced end'S of the cam shaft 7; wherefore the normal finictioning of. the timer is uninterrupted. i From, the foregoing description of the various parts of the device, the operation thereof may be readily understood. ;The cam shaft 7 is of course operated by the crank shaft of theengine in a manner that predetermined speed, "the weights Elk-34 will tend tofly outwardly into the positions 'indicated by the dotted lines "in 4- of the drawings. Asthe WeightsB f-Bft'are moved outwardly, the yoke portions thereof 3535 will be moved toward the crank case 6 or from the position indicated by the full lines in Figure 4 into the position indicated by the dotted lines. The yoke portions 35- 35 are in engagement with the flange 40 of the sleeve 38 and will move the latter along the stub shaft 36, thereby moving the rod 48 about its pivot 49. The movement of the rod 48 will occasion a like movement of the rod 57, which is operatively connected with the handle 4 that controls the operation of the butterfly valve in the carburetor. Consequently, as the speed of rotation of the cam shaft 7 increases and the weights 34 move outwardly, the handle 4 will be operated by the means describe-l to reduce the volume of fuel permitted to pass through the carburetor and thus reduce the speed of the engine, which is there by maintained at a uniform rate. The rod 5, extending to the dash board of the vehicle, provides a means for operating the valve in the carburetor manually, if desired. The speed that is to be uniformly maintained may be varied by operating the wing nut to vary the tension of the spring 51 on the rod 48.

Then the timer shell 14 is positioned, as described, and the device is applied. to an internal combustion engine of an ordinary construction, a bracket 66 may be secured to the housing 22. An idler 67 carried by the bracket 66, will be in position to engage the fan belt 65 and will serve as an auxiliary fan belt tightener for the purpose of permitting an uninterrupted functional operation of the fan belt 65 should the position of the timer shell 14- hinder such operation.

I claim:

1. The combination with an internal combustion engine provided with a. carburetor having a valve and a timer operating shaft of a device for controlling the rate of speed of the engine, said device comprising means engaging with the shaft and thevalve in the carburetor for controlling the operation of the valve when said shaft is operated beyond a predetermined rate of speed including an extension rigidly secured to said timer operating shaft to rotate therewith, centrifugal members carried by said extension, a stub shaft formed integrally with said extension and coaxially alined with said timer operating shaft, a sleeve feathered on said stub shaft and slidable therealong, said centrifugal members being in position with respect to said sleeve to slidably move the latter along the stub shaft when said timer opera-ting shaft is rotated beyond a predetermined rate of speed, and means operated by the slidable 'n'iov'eni'ent of said sleeve for operating the valve in the carburetor. 2. The'combination withan internal conrb-ustiion engine provided with a carburetor having a valve and 'a timer "operatingshaft ofa device for controlling the rate of speed of the engine, said device comprising an extension rigidly secured to said timer operating shaft to rotate therewith, centrifugal members carried by said extension, a stub shaft formed integrally with said extension and coaxially alined with said timer operating shaft, a sleeve feathered on said stub shaft and slidable therealong, said centrifugal members being in position with respect to said sleeve to slidably move the latter along the stub shaft when said timer operating shaft is rotated beyond a predetermined rate of speed, means operated by the slidable movement of said sleeve for operating the valve in the carburetor, a housing enclosing said extension and said sleeve, and means carried by said housing engaging with said last named means for adjusting the latter to permit the rate of speed which is uniformly maintained to be varied at will.

3. In a device of the character described, a shaft operated by a moving part of the engine, an extension secured to said shaft at theend thereof for rotation therewith,

said extension being formed wit-h an integral stub shaft portion co-axially alined with said first named shaft, centrifugal members carried by said extension, a sleeve feathered on said stub shaft portion and arranged to be constantly engaged by said centrifugal members, and means engaged by said sleeve and adapted for connection with a throttle valve of the engine for controlling the speed.

of the engine.

4. In a device of the character described, a shaft operated by a moving part of the engine, an extension secured to said shaft at the end thereof for rotation therewith, said extension being formed with an integral stub shaft portion coeaxially alined with said first named shaft, centrifugal members carried by said extension, a sleeve feathered on said stub shaft portion and arranged to be constantly engaged by said centrifugal members, means engaged by said sleeve and adapted for connection with a throttle valve of the engine for controlling the speed of the engine, a housing for said extension, and means secured to said housing and connecting with said last named means for yieldingly maintaining the latter in a determined position.

5. In a device of the character described, a shaft operated by a moving part of the engine, an extension secured to said shaft at the end thereof for rotation therewith, said extension being formed with an integral. stub shaft crtion co-axially alined with said Pied by said extension, a sleeve feathered on means secured to said housing and connectsaid stub shaft portion and arranged to be ing with said last named means for yieldoonstantly engaged by said centrifugal meiningly maintaining the latter in a determined 10 hers, means engaged by said sleeve and position, said last named means being opadapted for connection with a throttle Valve erable at Will to determine the position of of-the engine for controlling the speed of the the next to the last named means. engine ahous'ing for said extension, and FRANK J. BRUMME. 

